Automatic air-pipe coupling.



PATENTED AUG. 18, 13 33.

F. HUNTER. AUTOMATIC AIR PIPE COUPLING.

APPLICATION FILED AUG. 21, 1907.

i V \k I/ in! an lhflmn 1. u

FRANK HUNTER, or TRINIDAD, COLORADO.

AUTOMATIC AIR-PIPE COUPLING.

Specification of Letters Iatent.

Patented. Aug. 18, 1908.

Application filed August 21, 1907. Serial No. assess.

pipes used inconnectionwith air brake systems'and with pneumatic systems generally to provide a simple upon railroad cars; and it has for its object and efiicient automatic cou ling whereby, when the cars come to get er, the train pipes shall be united to form a continuous conduit.

Further objects ofthe invention are to simplify and improve the construction and operation of this class of devices.

. With these and other ends in view which will readily appear as the nature of the invention is better understood, the same consists in the improved construction and novel arrangement and combination of arts which will be hereinafter fully describec and particularly pointed out in the claims.

In the accompanying drawings has been illustrated a simple and preferred form of the invention; it being, however, understood that no limitation is necessarily made to the precise structural details therein exhibited, but that changes, alterations and modifications within the scope of the invention may be resorted to when desired,

In the drawing, Figure 1 is a side elevation of the improved pipe coupling showing the same applied to railroad cars which lat ter are shown partlyv in section. Fig. 2 is a longitudinal sectional view through one member of the couplin Fig. 3 is a'hori zontal sectional view ta en on the plane indicated'by the line 33 in Fig. 2.

Corresponding arts in the several figures are denoted by Ii 0 characters of reference.

The improved air pipe coupling, as is usually the case in devices of this class, is comd .posed of two mating units or members A which are applied to the meeting ends of railroad ears, and which are throughout of identical construction, so thatthe description of one applies to both.

Each member or unit of the improved coupling comprises a shank 1 and ahead 2, said shank being supported for longitudinal movement in suitable supporting means such as abracket3 which may be connected in any suitable manner with the car or with the draw-head the car coupling proper; it being distinctly understood that no lunitation is made with regard to. the manner of arranging or supporting the improved air pi e coupling, although it is preferred that t 10 SLi( air pipe coupling be arranged, and supported in such a manner that its units or members will come into engagement with each other previous to the engagement ofv the co-acting parts of the device which constitutes the car coupling proper in order that it may be assured that the'air ipe coupling shall be in o eration at all times when the meeting ends of two cars are connected with each other by the car cou ling proper.

The shan l is formed with a longitudinal passage 3 having aconstricted neck 4 in advance of which there is formed a chamber 5 for the accommodation of a ball 6 which latter is formed which latter is thereby connected with a shank in such a manner as to'be capable of universal movement to a sufficient extent to insure successful operation of the device under all circumstances that are liable to arise. The head ZfWhich may be of any desired shape, but which is preferably of the somewhat flattened semi-oval or semi-ellip tical'shape indicated in thedrawings, is provided with a longitudinal aperture or air passage 7, bifurcated at its frontend to form a U-shaped passage 8 the limbs of which which constitutes a part of upon the coupling head 2,

terminate respectively in a nipple 9 that projects outwardly from the ead proper and in a recess or cavity 10 which is formed in the head and which is provided with a lining 11 of rubber or other suitable flexible material, said lii'iing being retained b means of a washer 12 it being readily un erstood that when two railroad cars equipped with the improved air pipe coupling come together, the nipple 9 of each coupling unit will enter into engagement with the lined "recess 10 of the mating unit, thus establishing a communication between the air passages 7. Each coupling unit is provided with a shield or guide member 13 at one side thereof, adapted to guide it into engagement with the mating unit, as will be readily understood.

The chamber or cavity 5 which constitutes the socket for the ball 6 communicates with another recess or cavity 14 which is formed intermediate the said socket and the constricted portion 4 of the shank for the purpose of affording free play to the terminal flange 15 which is formed upon the rear or inner end of the ball, and to a flexible pipe section 16 which connects said flange with a tube or pipe 17 that extends longitudinally.

through the shank 1, and upon which is coiled a s ring 18, the ends of which abut respective y upon the constricted portion or neck 4 and upon the supporting bracket 3 in which the shank is slidably supported, thus forcing said shank and its related parts automatically in a forward or outward direction.

Suitably constructed springs 19 are used to connect the shank 1 with the head 2, and to support the latter in proper position with relation to the shank for engagement with thehead of a mating coupling unit. 7

The train pipe 20 is provided with a valve, which may consist of an ordinary angle cook 21, the stem of which is provided with a crank or lever 22 which latter is connected with the coupling shank 1 by means of a link 23; the arran ement being such that when the pipe coup ing is not in operation, and the shank 4 is pushed in a forward direction under the tension of the sprin 18, the cock or valve will be closed, and t e flow of air through the train pipe obstructed thereby. When the parts come together, and the units 'or members of the pipe coupling are in en gagement with each other, said units will be pushed rearwardly against the tension of the springs 18, the cock or valve is moved to the position indicated in dotted lines in Fig. 3,

which, it will be understood, is the openposition.

It will be understood that no limitation is made with regard to the construction of the valve and that, if desired, a slide valve, or a cut-off valve of any desired construction may be substituted for the angle cock.

matieally, and Without necessity of going be the shank and provided with a longitudinal of which terminate respectively in a projecting nipple and in a recess or socket, a flexible ipe connecting the coupling head with the ongitudinal pi e, a sprlng coiled upon the.

latter and forcin the shank and its related parts in a forwar direction, a train pipe having a cut-off rovided with an actuating lever, and a lin connecting said lever with the shank. I

. 2. In an air pipe coupling for railroad cars, a shank having a longitudinal passage provided with a constricted portion ahd rovided adjacent to its front end with a all socket and with a recess or cavity intermediate the constricted portion and the ball socket and communicating with the latter, a coupling head having a ball engaging the socket, a longitudinal air passage and a flange formed upon the ball and extending into the cavity adjacent to the ball socket, an air pipe extending through the longitudinal passage of'the shank, and a flexible pipe sec-- tion connecting said air pipe with a flange upon the ball of the con ling head.

3. In an air pipe coupling for railroad cars, a coupling unit including a shank having an air pi e extending longitudinally therethrougii and provided with a constricted ortion sup orting said air pipe, with a all passage having a U-shaped portion, the limbs socket a jacent to its front end and with a a coupling unit including a longitudinally extending longitudinally therethrough, a head having ball and soc et connection with the shank, a flexible pipe connecting the head with the air pipe, and springs connecting the 'movable spring actuated shank, an air pipe head with the shank to supgort the hemii nected with and projecting from one side of" being rovi e engaging position; said hea with a longitudinal air passage having a U shaped passage, the limbs of which terminate respectively in a projecting nipple and ineinating recess or cavity, an elastic lining for said cavity, a Washer to secure the lining in position, and a shielglpr guide member conthe head. I 10 In testimony whereof I fi'ix my signature in presence of two witnesses. r

4 FRANK IUNTER. Witnesses:

GEORGE ESTEP, DAVID M; RALs'ron. 

